Internal-conbustion engine.



A. P. BRUSH.

I ENTERNAL COMBUSTION ENGlNE.

APPLICATION FILED NOV. 27, l9lE.

1,265,735. Patented May 14, 1918.

.ALANSON P. BRUSH, 0F DETROIT, MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented May 14, 1918.

Application filed November 27, 1916. Serial No. 133,544.

To all whom it may concern:

Be it known that I, AnANsoN P. BRUSH, a citizen of the UnitedStates, residin at Detroit, in the county of Wayne and tate of Michigan, have invented a certain new and useful Improvement in Internal-Combustion Engines, of which the following is a full, clear and exact description.

This invention is an improvement in multi-cylinder internal combustion engines, and the object of the invention is to enable the engine to use low grade liquid fuel such as is now available to the public, and obtain the maximum power output for the fuel consumed under different running conditions of the engine.

The invention consists in the construction and combination of parts shown in the drawing and hereinafter described and pointed out definitely in the appended claims.

In the drawings, Figure l is a vertical transverse section of the upper part of a multi-cylinder internal combustion engine in which the invention is embodied, the section extendin through any one of the cylinders, and extending also through the head plate, but in the plane indicated by line AB on Fig. 2. Fig. 2 is a horizontal sectional plan view, of a part of the head plate of said engine, the sectional plane being indicated by the line CD on Fig. 1.

The engine includes a plurality of cylinders 10, disposed in a row as indicated by dotted lines in Fig. 1; and these are preferably, though not necessarily, integral parts of the same casting. The open upper ends of all of the cylinders are closed by a single removable head plate 15, in which are inlet and exhaust passages that communicate with the cylinders by means of valve controlled openings through the lower face of. said head plate. One exhaust gas passage 16 and one inlet gas passage 17 communlcates as stated with each cylinder; and these are severally controlled by inlet valves 20, and exhaust valves 21 ;said valves being closed by springs 22, and opened by rockers 23 which engage the valve stems and are in turn operated by tappet rods 24. These'rockers may be pivoted to a cover plate 25 which is removably fixed to the head plate, whereby it will cover and protect the mechanism in V the open space between said head plate and cap.

To the extent above described the engine is or may be of familiar construction, and

has been selected because the application of the present invention thereto is easy and the result is a thoroughly practical and eflicient motor. It will be understood, however, that the new inventive idea now to be referred to and described is not restricted in its application to engines having the specific construction which is shown in the drawing and is above described. U

Within the. head plate, and extending lengthwise thereof is a mixture distributing passage, or, as it is commonly called, an inlet manifold, 18, into which air and fuel may flow from a suitable carbureter 30 through an opening 19 in the side of the head plate. The inlet passages 17 which directly discharge downward into the cylinders through the valve controlled inlet openings, are in unrestricted communication with this in let manifold 18,-being formed as short branches thereof. Directly opposite the inlet opening 19 to this inlet manifold and within the head plate is a thin metal plate 14 which serves as a partition wall to separate the manifold 18 from the middle exhaust gas passage 16, into which the hot exhaust gas from the two middle cylinders discharges. This particular exhaust passage 16 discharges its hot exhaust gases through a hole in the side of the head plate into the exhaust manifold 28. The-exhaust gas passages 16 which receive the exhaust from the other cylinders also discharge into this same exhaust manifold as is the common practice.

This partition plate 14 is preferably an integral part of the head plate casting, as shown. It is evident that when the engine is running this partition plate will get to be very hot by reason of its direct contact with the hot exhaust gas from two cylinders.

The carbureter 30 may be and preferably should be of the horizontal type; and may be fastened to the head plate directly over the inlet 19 to said gas distributing passage or manifold 18. It may be of any approved construction, such as includes a restricted air tube 31, and a nozzle 32 through which the fuel will be drawn by the reduction of pressure within the air tube due to the suction action of the engine. And, for reasons which will be hereinafter explained, it is best that the fuel jet opening in the nozzle from which the fuel is discharged shall be located in a higher plane than the plane in which the inlet manifold discharges into the cylinders,that is, shall within the head as shown in the drawing is or may be large as it can be made within said head plate. It may be, and preferably should be very much larger in diameter than the air tube of the carbureter. Therefore, there will be within this manifold a decided reduction in air velocity; in fact, the high velocity will be maintained only in the carbureter itself, and in the very short passage necessary to connect it with the low velocity distributer passage or manifold. The air, which is flowing through the carbureter air tube at a velocity so high that it will cause the fuel to be atomized, will carry in suspension the atomized fuel particles into the larger dimensioned manifold passage which is extended at right angles to the inrushing stream of air and fuel spray. There will be an immediate reduction of air velocity, and an immediate necessary defiection of the air stream, with the result that the unvaporized fuel particles will continue their direction of travel and will therefore impinge directly against the hot partition plate. They will absorb heat, therefore, and will be immediately vaporized, forming a dry gas that will join and become thoroughly mixed with the low velocity air stream which is flowing through the inlet manifold to the several cylinders.

Attention is here called to the fact that this hot plate 14 is of limited area and forms only a small part of the walls of the inlet manifold, and that care has been taken to limit as much as possible the extension of the heat from this plate to other parts of the wall of the inlet manifold. Inthe particular construction shown this result is accomplished by so constructing the water circulating spaces that they substantially embrace all of the intake manifold except the said hot plate; wherefore all of the wall of the manifold except this hot plate is kept as cool as the circulating water can keep it. It follows, therefore, that while the fuel will be heated enough to transform the fuel spray into a dry gas, the air absorbs the minimum of-heat possible and is therefore expanded as little as possible.

Because of this small dimensioned hot plate, located as stated, and because of the care taken to keep all other parts of the wall of the inlet manifold as cool as possible, it is evident that while the fuel is gasified practically all the heat given off to the fuel andair mixture is concentrated in the fuel content of the mixture; and the desirable result is secured that the mixture of fuel and air as a whole contains a close approximation to the least amount of heat which will establish and maintain the conditions of a fixed gas mixture, with its absence of segregation, and maintenance of maximum density for the purpose of securing the maximum compression and power output.

It is also apparent that in this construction friction losses due to high velocity are reduced to a minimum, since high velocity is required only through a ver short passage and preferably an absolutel y straight one comprising the carbureter air tube and the inlet passage 19. This also adds to the possible maximum power output of the enine as against the usual high velocity manifold which in multiple cylinder. engines contains a number ofbends.

The arrangement shown has another advantage growing out of the fact that it is what may be termed a downdraft manifold, in that the fuel is not lifted after the fuel spray enters the air tube of the carbureter; but on the contrary, the fuel enters the 1 cylinders at points below the carbureter nozzle discharge jet opening. This is particularly advantageous in starting a cold engine, as the force of gravity aids to prevent any loading, and to cause the fuel which is fed when starting to flow naturally and directly into some or all of the cylinders, whereby the least possible excess of fuel is used for starting purposes. The starting of a cold engine with present available fuels is possible without preheating because these fuels consist, not of one, but of many grades of hydrocarbons, some of which are easil vaporized at low temperatures, and a su ficient excess of fuel is fed into a cylinder of a combustion engine so that some of the volatile portions of the fuel will produce an explosive mixture, and starting is thus secured.

Another advantage is that a minimum amount of running of the engine will heat up the hot partitions and thus establish normal runnin conditions.

Having (i escribed my invention, 1 claim:

1. In a multiple cylinder internal com, bustion engine, the combination of an intake manifold which is in valve controlled communication with the several cylinders of the engine, means by which to heat a small portion only of the wall of said manifold, means to substantially prevent the spread of heat from said heated portion to other portions of the wall of the said manifold, and means to so direct the flow of the charge-mixture in said manifold that the inertia of the relatively heavy unvaporized fuel content of said mixture will cause it to impinge against said heated portion of the wall of the intake manifold.

Q. In a multi-cylinder internal combustion engine, the combination of a low velocity' inlet manifold which discharges downward through valve controlled openings into the several cylinders of the engine, a carburetor whose air tube is horizontal and of smaller diameter than the inlet manifold and is connected with and is disposed at right angles to said inlet'manifold, and

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